Train coupler



3 Sheets-Sheet l N. RYDIN TRAIN COUPLER Filed June 11, 1937 June 13, 1939.

ATTORNEYS N. RYDIN 2,162,390

TRAIN COUPLER- Filed June 11, 1937 3 Sheets-Sheet 5 2! June 13, 1939.

INVENTOR NORVAL RYDIN ATTORNEYS Patented June 13, 1939 UNITED STATES TRAIN COUPLER Norval Rydin, Chicago, 111.

Application June 11,

2 Claims.

This invention appertains to coupling devices, and more particularly to a novel railroad train coupler.

One of the primary objects of my invention is to provide a train coupler in which the coupling jaws or knuckles of a pair of companion couplers will automatically engage and interlock upon the coming together of the railroad cars, whereby the necessity of coupling by hand and the danger incident thereto is eliminated, means being provided for preventing accidental uncoupling of said jaws. I

Another salient object of my invention is to provide novel means for automatically holding the knuckles or jaws in their open position until the coming together of the cars into their proper relation, at which time the knuckles or jaws will be automatically released and moved into their coupling position.

A further object of my invention is to provide novel means operating the knuckles from the sides of the cars, whereby to bring about the quick and efficient uncoupling of a train.

A further important object of my invention is to provide means for automatically centering the coupling heads of a pair of railroad cars relative to one another upon the coming together of the cars.

A still further object of my invention is to provide novel means for constructing the coupling heads and knuckles whereby the same will be of a strong and rugged character and capable of withstanding shocks incident to car coupling, the heads also functioning for reinforcing the knuckles and guiding the same during their opening and closing movements.

With these and other objects in View the invention consists in the novel construction, arrangement, and formation of parts, as will be hereinafter more specifically described, claimed, and illustrated in the accompanying drawings, in which drawings:

Figure 1 is a top plan view of a pair of companion couplers showing the same in their coupled position, with parts thereof broken away and in section to illustrate structural detail.

Figure 2 is a transverse sectional view through one of the coupler heads, taken substantially on the line 2--2 of Figure 1, looking in the direction of the arrows.

Figure 3 is a central longitudinal section through the coupler, taken substantially on the line 33 of Figure 1, looking in the direction of the arrows.

Figure 4 is a View similar to Figure 1, showing 1937, Serial No. 147,711

one of the coupler heads with its knuckle in its open position and held against accidental movement.

Figure 5 is a detail sectional view through the coupler taken substantially on the line 5-5 of Figure 4, looking in the direction of the arrows.

Figure 6 is a detail perspective view of the guide bar and spring support for one of the knuckles.

Figure 7 is a detail perspective view of one of the latching members for holding a knuckle in an open position.

Figure 8 is a top plan View illustrating a slightly modified form of the coupler heads and showing the position of the heads just prior to the coupling thereof.

Figure 9 is a fragmentary side elevation of a pair of coupler heads, showing the modified form thereof.

Referring to the drawings in detail, wherein similar reference characters designate corresponding parts throughout the several views, the numerals m and 2e indicate a pair of companion couplers which are adapted to be secured to the adjacent ends of a pair of railroad cars (not shown).

The couplers ill and Ed are of identical construction, and hence only one of the same will be described in detail. As illustrated, each coupler includes a drawbar or shank ll having formed thereon the coupler head 12. The shank or drawbar H is slidably mounted on a railroad car in any preferred or accepted manner.

Thehead I2 is preferably of a hollow con- I struction and has rockably mounted therein a coupling knuckle it. The inner end of the knuckle 13. has formed thereon the barrel M for receiving the pivot pin 15, which extends through the coupler head. Suitable bearings are formed in the head for the opposite ends of the pin, and the pin and barrel have formed thereon interengaging ribs and keyways.

The outer end of the knuckle has formed thereon a suitable hooked jaw 16. The inner adjacent faces of the coupler head H2 and the knuckle l3 have formed thereon reinforcing ribs l1 and !8 respectively, and these ribs are adapted to interfit when the jaw is swung to its open position, and these ribs form an efficient means for guiding the jaw during its opening and closing movement. The barrel I4 has formed thereon a keeper tongue I9, the purpose of which will be later set forth.

The side of the coupler head [2 remote from the jaw [6 has formed thereon an outwardly tending operating rods 33.

curved guide lip 2|, the purpose of which will also be hereinafter more fully set forth.

Means is provided for normally urging the knuckle or jaw to a coupling position, and this means can take the form of relatively heavy expansion coil springs 22. These springs are disposed between a lug 23 cast on the inner face of the head and the inner face of the knuckle or jaw at one side of the barrel. The lug 23 is apertured for receiving the legs of a U-shaped guide and supporting bar 24, and the springs are adapted to be coiled around these legs. The outer end of the U-shaped bar 24 is received within a seat 25 on the inner face of the knuckle.

In order to hold the knuckle in an open uncoupled position against the tension of the coil springs 22, I provide a sliding latch member 26. This latch member 26 is carried by the coupling head l2 and includes a pair of outwardly extending guide and strike pins 21, which normally project beyond the front face of the head.

The latch bar 26 has formed thereon a latch nose 28, which is adapted to engage the keeper l9'formed on the knuckle when the knuckle is in its open position. The rear end of the latch bar 26 carries a guide pin 29, which extends through a hook 30" carried by the interior of the head. A coil spring 3| is placed about the rod 29 and is confined between the hook 30 and the latch bar 26. Thus, the latch bar is normally urged toward the knuckle with the pins 21 projecting beyond the coupling head. I

It can be seen that when the knuckles are swung to their open position, as shown in Fig- :beyond the inner face of the coupling head, and

when companion coupling heads come together, the heads will engage the strike pins and move the latch bars rearwardly and the latch nose out of engagement with the keepers. Consequently, the coupling knuckles will be automatically swung to their closed interlocking coupling position. The springs 22 will hold the coupler knuckles in this position and thus effectively prevent the accidental disengagement of the knuckles.

To facilitate the opening of the knuckles when it is desired to uncouple railroad cars, the lower ends of the pivot pins I have secured thereto crank-arms 32, and these crank-arms can in turn have connected therewith outwardly ex- These rods can be supported in any preferred manner and extend to the sides of the train, where they can be conveniently reached by the trainman.

The lips 2! form an efficient means for guiding the coupler heads together so as to facilitate the interengagement of the jaws.

Obviously, the coupler heads can be lightened wherever practical by leaving hollow spaces.

In Figures 8 and 9, I have shown a slightly modified form of my invention, and in this form I provide guide and strike plates 35 on the coupler heads. These guide and strike plates are arranged on the opposite side of the coupler head from the guide tongues 2| and function similar to the guide tongues for facilitating the proper centering of the coupler heads relative to one another incident to the coming together of a pair of railroad cars.

Thus, when a pair of coupler heads is swung at one side of a car, the tongues 2| will interengage to center the heads, and when the heads are positioned on the opposite sides of a car, the guide and. strike plates will come together to center the heads.

The guide and strike plates are located below or above the coupler heads, so as not to interfere with the coupling of the heads, and the guide and strike plates may be formed integral with the heads, if such should be desired.

However, in Figures 8 and 9, I have shown the strike and guide plates 35 made separate from the heads and secured thereto by the use of suitable bolts 36-. These bolts 36 extend through flanges 31 and 38 respectively, formed on the connecting shank 39 carried by the guide and strike plates. The outer faces of the guide and strike plates are inclined at an angle to the longitudinal axis of the coupler heads, so as to efficiently guide the coupler heads to their proper interengaging position. The strike plates and their shanks can be reinforced in any desired manner, such as by' the use of ribs and the like.

Changes in details may be made without departing from the spirit or the scope of my invention, but what I claim as new is:

1. In a train coupler, a drawbar, a coupler head, a knuckle having a hinge barrel on its inner end, a pivot pin extending through said barrel and head, spring means engaging the knuckle to normally move the same in a coupled position, a keeper formed on the barrel, a spring pressed latch having a keeper nose engaging the keeper when the knuckle is in an open position to hold said knuckle against closing movement, and means on the latch projecting beyond said coupler head and arranged to operate said latch upon the coming together of a pair of coupler heads.

2. In a train coupler, a hollow coupler head, a swinging knuckle carried by said head, and interengaging reinforcing ribs formed on the outer face of the knuckle and on the inner face of the coupler head to guide and support the knuckle duringits opening and closing movement.

NORVAL RYDIN. 

